Valve-controlling mechanism



Aug 26 9 19240 C. W. LEE

VALVE CONTROLLING MECHANISM Filed April 9. 1923' Patented Aug. 26, 1924. it i v 'unrrsn STATE/S PATENT OFFICE;

CHARLES w. LEE, or BROOKLYN, NEW YORK, ASSIGNOR or ONE-FOURTH'TO FnED- ERICK s. BABTBAM, or BROOKLYN, NEW YORK.

VALVE-CONTROLLING MECHANISM.

Application filed April 9, 1923. Serial No. 631,043.

To IIZZ whom it may concern: tion and combination and arrangement of lie it known that I. CHARLES W. LEE, a parts, the essential features of which are 55 citizen of the United States, residing at hereinafter fully described, are particularly Brooklyn. in the county of Kings and State pointed out in the appended claim, and are of NewYork, have invented new and useillustrated in the accompanying drawing, in ful Improvements in YalveC-ontrolling which Mechanism, of which the following is a Figure 1 is a view in side elevation with specification. parts broken away of the mechanism applied This invention relates to valve controlling to the cam and crank shafts respectively of mechanism for internal combustion engines an engine of the internal combustion type.

and has forits primary object the provision Figure 2 is a section on line QF2 of Figof a mechanism of this character for advancure 1. 7 ing and retarding the action of the valves In carrying the invention into practice, I of an engine of this type. employ two gears 8 and 10 respectively each A further ob 'ect of the invention is to prohaving its teeth out at an angle to its axis. v vide valve controlling mechanism which can In effect these are spiral gears. The gear 1O be quickly regulated to actuate the valves of is secured to the crank shaft 5 of the engine 70 the engine according to the speed of operaand the width of this gear is considerably tion of the latter. Internal combustion engreater than that of the mating intermeshgines are generally provided with valves ing gear 8.. The gear 8 is keyed at 9 to slide which cannot be properly controlled in oper on the cam shaft 6 of the engine and to reative synchronism with the speed of operatate therewith. tion of the engine. The valves are designed Vhen the gear 8 is moved toward the to solely operate in accordance with a fixed right side B of the gear 10, the mechanism or determined speed of the engine. As the operated to retard the action of the enspeed is increased the valves operate out of gine valves and cause the valves to open time with the engine and in consequence slightly later than when said gear 8 is in a 99 ,thereof, considerable power is lost and central position with respect to the mating when the speed of the engine is lowered begear 10. \Vhen the gear 8 is moved toward low a fixed point, the valves work ahead of the left side A of the gear 10, the valves of time which results in back firing and loss the engine are opened sooner than they of power. My controlling mechanism may would be were said gear 8 positioned at any 85 be used upon all types of internal combusother point with respect to the ends of said tion engines and is especially useful upon gear 10, the engines of airplanes where the'valves are In order to permit of adpistments in a set for speed in the air andare too far ahead longitudinal direction of the gear 8 so that for safety and easy launching of the mait may operatively traverse the wide gear 90 chine. \Vhen used in connection with air- 10. I employ a rocking yoke 9' and co-aoting plane engines, the mechanism is designed to collar 11. the latter associated with the 0 be operated by hand from the pilots seat or grooved hub 12 of the relatiyely narrow same may be automatically controlled by a gear 8. This disposes the yoke in a forward governor or other means for advancing the position on the cam shaft and movements 9 action of the valves as the speed of operation may be imparted to this yoke through a conof the engine increases and to retard the ac-. nect-ion 13 that can be either manually adtion of the valves as the speed of the engine justed or automatlcally ad usted through diminishes. the action of any suitable well-known form A still further object of the invention is to of governor. When connected with a gov- 1 provide mechanism of this character which ernor the valves of the engine will be anwill be simpleof construction, positive of actomatieally actuated in timed order with tion and capable of attachment to engines the speed of operation of the engine. If deof well-known makes. sired, it obviously follows that the actuating With these and other objects in view. the voke 9 may be positioned slightly in back 105 invention resides 1n certain novel construcof the gears 8 and 10.

From the nature of the device and structural design, it follows that the valves of the engine can be tuned in operative synchronism with varying speeds of operation of the engine so as to positively prevent back firing; loss of power and permit the valves to be properly regulated while the engine is in operation. As stated, the device may be used in connection with all types of internal combustion engines and through its structural and functional design, is especially desirable for use in connection with airplane engines and affords means to govern the action of the valves to the proper extent either in'launching the machine or when same is in flight.

While I have described what I deem to be the most desirable embodiment of my invention, it is obvious that many of the details may be varied Without in any way departing from the spirit of my invention, and I therefore do not limit myself to the exact details of construction herein set forth nor to anything less than the whole of my whereby invention limited only by the appended claim.

What is claimed as new is A mechanism for controlling the action of thevalves of an internal combustion engine while the latter is in operation and'in operative time with the speed of the engine, a gear splined to the cam shaft of the engine, a groovedhub laterally formed on the gear, a collar surrounding the hub and arranged in the groove, studs extending from diametrically opposite sides of the collar, a yoke piv'otally secured at its lower end and provided with openings receiving the studs movement of the yoke on its pivot will slide the gear upon the shaft through the medium of the collar and rooved hub, a gear keyed to the crank shaft of the engine and meshing with the splined gear and manually operated means secured to the upper endof the yoke.

In testimony whereof I have aflixed my signature;

CHARLES W. LEE. 

